Apparatus for launching and arresting airplanes to and from flight



April 10,1956 R. D. WEYERBACHER 2,741,445

APPARATUS FOR LAUNCHING AND ARRESTING AIRPLANES TO AND FROM FLIGHT Filed Aug. 5, 1936 7 Sheets-Sheet 1 ATTORNEY Aprll 10, 1956 WEYERBACHER 2,741,445

APPARATUS FOR LAUNCHING AND ARRESTING AIRPLANES TO AND FROM FLIGHT Filed Aug. 5, 1936 7 Sheets-Sheet 2 INVENTOR AflLPH 0. W5 r5254 67/52 Fly. BY

ATTORNEY A ril 10, 1956 R. D. WEYERBACHER 2,741,445

APPARATUS F OR LAUNCHING AND ARRESTING AIRPLANES To AND FROM FLIGHT 7 Sheets-Sheet 3 Filed Aug. 5, 1936 H a wk 1 mm .0 kw U Q 0% mm \Q NR 08 \Q mm ems m INVENTOR RALPH D. VVEYERBACHER Wail--4 4- ATTORNEY R. D. WEYERBACHER APPARATUS FOR LAUNCHING AND ARRESTING 7 Sheets-Sheet 4 April 10, 1956 AIRPLANES TO AND FROM FLIGHT Filed Aug. 5, 1936 74 INVENTOR ALP/{D WEYMBA CHER Maw ATTORNEY A ril 10, 1956 R. D. WEYERBACHER 2,741,445

APPARATUS FOR LAUNCHING AND ARRESTING AIRPLANES TO AND FROM FLIGHT 7 Sheets-Sheet 5 Filed Aug. 5, 1936 INVENTOR RALPH D. WEYERBACHER ATTORNEY April 10, 1956 R. D. WEYERBACHER 2,741,445

APPARATUS FOR LAUNCHING AND ARRESTING AIRPLANES TO AND FROM FLIGHT 7 Sheets-Sheet 6 Filed Aug. 5, 1936 ll/IIIIIIIAVIIIA'IIIA INVENTOR BYRALPH D. WEYERBACHER :IIIIIIIII;

Maw ATTORNEY April 10, 1956 R. D. WEYERBACHER 2,741,445

APPARATUS FOR LAUNCHING AND ARRESTING AIRPLANES TO AND FROM FLIGHT 7 Sheets-Sheet 7 Filed Aug. 5, 1936 INVENTOR RALPH o. WEYERBACHER ATTORNEY United States Patent APPARATUS FOR LAUNCHING AND ARRESTING AIRPLANES TO AND FROM FLIGHT Ralph D. Weyerbacher, United States Navy Application August 5, 1936, Serial No. 94,368

19 Claims. (Cl. 24463) (Granted under Title 35, U. S. Code (1952), sec. 266) The invention described herein may be manufactured and used by or for the Government of the United States of America for governmental purposes without the payment of any royalties thereon or therefor.

This invention relates to method of and apparatus for launching and arresting airplanes.

An object of my invention is to provide a safe and efiicient method of launching and arresting airplanes, preferably without substantial or cumbersome obstruction upon the deck or platform which may support the airplane, as well as means which are not visible at any substantial distance.

Another object of my invention is to provide simple, durable and efficient mechanism for the safest and most convenient practice of my method.

A further object of my invention is to so design and construct the apparatus for such practice that the same may be readily transported by ship or other carriers, landed quickly, and durably set up by any expeditionary force or otherwise, and readily assembled at any convenient or desirable point for the landing and arresting of airplanes.

Other objects of my invention will be rendered more apparent from the following specification and annexed drawings.

In the drawings:

Fig. l is a top plan view of an apparatus for the practice of my method of launching an airplane;

Fig. 2 is a top plan view of the same apparatus in the practice of my method for arresting an airplane;

Figs. 2a and 2b are views of a modification showing a single runway and cable.

Fig. 3 is a top plan View of the power plant mechanism employed in connection with Figs. 1 and 2;

Fig. 4 is a side elevation view in partial section of the mechanism shown in Fig. 3;

Fig. is a front elevation view of the right end of the mechanism shown in Fig. 4;

Fig. 5a is an end elevation view of the parts shown in Fig. 5, which lie to the left of line 5a5a;

Fig. 6 is a sectional end view on line 6-45 of Fig. 4;

Fig. 7 is a sectional end view on line 77 of Fig. 4;

Fig. 8 is a central horizontal sectional plan view of the sleeve valve operating means;

Fig. 8a is a view similar to Fig. 8, but showing the sleeve valve in a difierent position;

Fig. 9 is a horizontal sectional plan view of the throttling valve for the main cylinder;

Fig. 10 is a diagrammatic plan view of the power plant instrumentalities;

Fig. ll is a sectional elevation view of means for releasably anchoring the airplane prior to launching;

Fig. 11:: is a sectional view on the line Ila-11a of Fig. 11;

Fig. 12 is a top plan view of the parts shown in Fig. 11;

Figs. 13, 13a, 14, 14a, 14b, 14c, 15 and 150 are detail views of the structure shown in Figs. 11 and 12;

Fig. 16 is a plan view of the towing fitting located immediately in the front of the airplane in launching position in Fig. 1. Figs.l6a and 16b are sectional views on the lines 16rz16a and 16b16b of Fig. 16.

Fig. 17 is an enlarged sectional elevation View substanf tially on line 1717 of Fig. 1, with a portion of the inter mediate parts broken away;

Fig. 17a is a top plan view of a substantial portion of the parts shown in Fig. 17;

Fig. 18 is a top plan view of one of the surface plates for the runways; and

Fig. 18a is an enlarged sectional end elevation view of the overlapping edges of the plates of Fig. 18, showing a preferred manner of their securement.

Up to the present time it has been the practice to launch an airplane by one mechanism and to arrest an airplane by an entirely separate and distinct mechanism. These mechanisms have usually been unwieldy in character and located above the landing surface or were restricted in launching or arresting to one direction, that is, for example, a north-south south-north direction, and have been so arranged that the launching occurred at one area and the arresting at a separate and distinct area.

In my invention I propose to use the same area in space for launching and arresting airplanes and locate the launching and arresting mechanism preferably at or below the landing surface to eliminate obstructions in either operation and for ease in camouflage. Furthermore, I prefer to use the same mechanism for launching and arresting airplanes, thereby providing a structure which is readily transportable and placed in position for use in military maneuvers with a minimum of installation time and labor irrespective of the terrain selected as a base of operations. This structure is also compact and readily lends itself to use on restricted areas, such as the decks of vessels, floating platforms, roofs of buildings, piers and like restricted areas. To accomplish this I have illustrated in Figs. 1 and 2 of the drawings, runways constructed of wood planking or plates 11, which may be formed with a non-skid surface, shown in Fig. 18, detachably interconnected by locking elements 14 extending through holes 13 in flanges 12, in the manner illustrated in Fig. 18a. When more than one launching and landing runway is provided they may be disposed at any desired angle with respect to each other as will more fully appear hereinafter, since the launching and arresting apparatus hereinafter described is equally operative irrespective of the angle between the runways, or when two runways are used they may be located at right angles to each other to give maximum operation for a four-way field, illustrated in Figs. 1 and 2.

As shown in these figures, I preferably provide each runway 18 with a lateral extension lila of suificient size to provide a turntable surface for the airplanes. Each extension 1G1: is also preferably provided with a storage runway 10b to accommodate airplanes awaiting their turn to be launched. As shown in these figures two runways 1% may intersect, at which intersection i provide increased area to permit the turning of the airplanes from one runway to another. in the use of heavy aircraft it is preferable that all of these runways be located at substantially the same level in order to avoid lifting the airplane from one level to another or running the same up or down inclines. An advantageous use of these runways for the storage of airplanes is illustrated in Fig. l, in which the airplanes are shown nested with respect to each other. It is to be further understood that these storage runways may also be provided with auxiliary runways leading to hangars or shops.

At the intersection of the runways it is located the launching and arresting mechanism which is guided with respect to the runways by slots longitudinally thereof; A larger end view of such slot appears at the left of Fig. 17, in which the slot 15 is the narrow opening in a T-slotted bar 16 extending throughout the length of the slot 15. This slot 15 communicates with the enlarged lower slot 15a in bar 16. In the T-shaped slots 15, 15a, slides a T-shaped projection 17 projecting from the lower surface of a cylindrical metallic hub portion 18 of a towing fitting, Fig. 16b. Surrounding the portion 18 and revolvable thereon is a pulley 19 having a cable groove 20 extending completely about its periphery. The lower part of the portion 18 is provided with an integral flange 18a, and the upper part of portion 18 is provided with a detachable flange 18b secured to portion 18 by screws 21, or otherwise. The pulley 19 is revolvably confined upon portion 18 between said flanges 18a and 18b. Portion 17, which may be integral with portion 18, extends in both directions beyond pulley 19 where it projects above the plates 11. Each of said projections is provided with a gravity actuated latch 22, each pivoted to portion 17 by pin 23, Figs. 16, 16a. Each latch 22 is provided with a portion 22a whose surfaces adjacent to pulley 19 are curved oppositely to the curvature of pulley 19 to confine cable 24, Figs. 1, 2, 17, 17a, in groove 20 of pulley 19 when manually placed therein.

The cable 24 extends substantially in a square about the intermediate portion, preferably the center of the length of the runway or runways 10. At three of the corners of such square cable 24 runs over a pulley 25, Figs. 1, 2, 17, 17a, having a groove 25a extending around its periphery. The inner surface of each pulley 25 is provided with inwardly extending flanges 25b which revolvably confine pulley 25 upon a stationary hub 26, which is vertically slidable upon a shaft or tube 27 extending through the center of hub 26 and having a flange 27a on its upper end to retain the hub 26. The lower end of shaft or tube 27 is secured to a forging 28 secured to frame members 29 which extend at least about said square and which are adapted to occupy channels in the earth which extends to the lower surface of plates 11 when the structure is earth supported. Each shaft or tube 27 is provided with a spline 27b which extends through hub 26 and forging 28 to non-revolvably fix said parts and admits of only a sliding motion of hub 26 upon shaft or tube 27. Preferably on its lower surface each hub 26 is provided with a latch 30 pivoted to hub 26 by pin 30a. The outer end of latch 36 is provided with a cam surface 30b tapering in opposite directions in the path of a plurality of holes 26a, any one of which being adapted to receive a pin 31 having a head 31a. The lower end of pin 31 projects into the path of cam surface 30b and moves latch 30 when pin 31 is moved in either direction against the cam surface 30b. The inner end of latch 30 is adapted to be manually placed in a notch 270, Fig. 17a, to hold pulley 25 and its hub 26 in their uppermost position. Said engagement of pin 31 with cam surface 30b releases the latch from notch 27c and the gravity of hub 26, pulley 25 and of the portion of cable '24 supported by pulley 25 causes pulley 25 and hub 26 to slide downward on shaft or tube 27 as low as the dotted position indicated in Fig. 17. To facilitate such downward movement each shaft or tube 27 is inclined at an upward and outward angle such as to enable stress upon cable 24 to contribute to such downward motion. The fourth corner of said square is provided with two units comprising the pulley 25, hub 26, shaft or tube 27 and forging 28, constructed and functioning as heretofore indicated, and from between the grooves 25a the adjacent portions of cable 24 extend to the engine 32, Figs. 1, 2.

The ends of cable 24 enter the engine 32 at the left end of Figs. 3, 4, each under a grooved guiding pulley 35, thence upwardly about the outer pulleys 36 on crosshead 37 fixed to piston rod 38, thence over the 'outer pulleys 39 whose shaft 40 is fixed to the frame of the engine 32, thence from the low point of the last stated pulley to the low point of the next outer pulley 36 on crosshead 37 around and over the last stated pulley to the high point of the next inner pulley 39. After completing the requisite number of turns about the sets of pulleys 36, 39, the separate ends of cable 24 lead to and around separate drums 41, each fixed to a worm gear 42 driven by irreversible worm 43 which may be operated in opposite directions by crank 44 to afford the requisite adjustment of cable 24 for taking up the cable slack or stretch, and for other purposes herein stated. i

Piston rod 38 enters cylinder 45 through gland or packing 45a, Fig. 9, and is secured at its remaining end to piston 45b slidable in cylinder 45. The head end 450 of cylinder 45 is provided with a vent opening 45d which is covered and closed by the piston 45b when in its outermost position in said cylinder. Between the gland or packing 45a and the adjacent end of cylinder 45 is an intake pipe 46 which connects with manifold 46a, Fig. 5, connecting the low end of inclinded cylinders 47, 47a, which are filled preferably with oil under pressure, there being air in a pocket 47b formed at the high end of each of cylinders 47, 47a.

Pipe 46 has an annular outlet 48 about an adjacent portion of piston rod 38, Fig.- 9. Intermediate the outlet 48 and piston 45b the piston rod 38 is provided with a tapering portion 48a whose smallest diameter is greater than the diameter of the adjacent portion of piston rod 38, and the shoulder thus formed is exposed to the oil pressure in outlet 48. The largest diameter of'the tapering portion 48a is adjacent piston 45b and its periphery is adapted to bear against the wall of a corresponding tapered opening communicating with the outlet 48. The pressure from pipe 46 and in opening 48 bears against a small portion of the small end of tapering portion 48a of piston rod 38 which tends to initially move piston 45!) to the right in Fig. 9 and to progressively open a passage for the pressure oil or other liquid into cylinder 45 to exert force upon the entire area of the piston 45b and gradually accelerate the motion of piston 45b, which communicates its motion to the portion of the cable 24 extending about the pulleys 25, said motion being determined by the number of pulleys 36, 39, over which cable 24 extends.

When the foregoing structure is in battery position for either launching or arresting an airplane, the cable 24 is subjected to suflicient tension that the portions between the corner pulleys-25 are substantially taut. The structure in operation will be first described when used to launch an airplane. The airplane to be launched is anchored at or near one end of runway 10 by a mechanism such as that illustrated, by way of example, in Figs. 11 to 15:1. As shown in Fig. 11, at least one rectangular hole 50 is formed in and preferably near each end of runway 10. In a metallic member 50a, Figs. 14 and 14a, spaced below the plates 11 forming runway 10 is asmaller rectangular hole 50b. Into the hole 50 is placed a metallic anchor 51 having a semi-circular head 51a provided with a groove 51b inclined at a slight upward angle. Below head 51a extends a relatively narrow projection 510 of a width slightly less than the width of holes 50, 50b, and provided with shoulders 51d and 51e. Shoulder 51d is adapted to bear upon the upper surface of member 50a at one side of hole 50b, while shoulder 51e is adapted to bear upon the lower surface of member 5011 at the opposite end of hole 50b. The lower surface of head 51a is broader than the width of hole 50 and a part of its lower surface is adapted to bear upon the upper surface of plate 11 through which such hole extends. In such position anchor'51 is securely held in its position in runway 10 in alignment with slot 15. Anintegral hook 51' Figs. 11, 14, 14a, extends from one side of the head 51a and its outer end is adapted to extend below hole'50 so that when anchor 51- is in position hook 51f confines the cable within groove 51b. Upon the under side of the tail of the airplane is pivoted at 55, Fig. 11, one end of the shank of an arresting hook 57 adapted to be manually hooked to a breakable bale 53, Figs. 11, 12, 14b, 14c, 15, a, whose flattened ends 580 are each provided with a hole 585 adapted to receive the hooked end 59 of a metallic member 59a rigidly secured at its opposite end to the end of cable 59b, the intermediate portion of which cable 5% is adapted to be manually placed in the groove 51b, of anchor 51, Figs. 11, 1442. From one side of the intermediate portion of each of the members 5% extends an integral projection 59c having an opening therethrough to which is flexibly secured one end of a cable 5911, Fig. 15, to whose opposite end is flexibly secured the shank of a hook 5%, Figs. 13 and 13a, whose hooked end is adapted to be manually inserted in a hole .in the runway iii, positioned such that the thus anchored cables 59d will extend under some stress at an angle of about 45 from their respective members 59a. in order to place the mechanism in firing position that portion of the cable 24 lying in the groove 60 which is more remote from the airplane, together with its associated pulleys 25, are raised to the elevated position shown in Fig. 17. That portion of the cable 24 extending between the raised pulleys is moved in a loop to and placed in the far side of the groove 29 of pulley 19 of the towing fitting, the hub portion of which is designated with the numeral 18 and shown in Figs. 16, 16a and 16b. The hub portion 13 of the towing fitting is provided with two flush hooks as shown in plan in Fig. 16, in side section in Fig. 16a, and end elevation in Fig. 16b, by reference numeral 17b. The towing fitting with the cable 24 in engagement with the pulley 19 is then drawn back to a position under the forward portion of the anchored airplane as illustrated in Fig. l. A launching bridle 170 is connected between the hooks 17b of the towing tting and to stripping fittings on the airplane. One form of these fittings includes rearwardly projecting horizontal pins over .v'nich loops in the end of the bridle 170 are placed. After the towing bridle is in position the slack may then be taken out of cable 24, launching bridle 17c and cable portion 5% either by admitting a limited volume of the pressure liquid from cylinder 47 to pipe 46 and thence to cylinder 45 against piston 45b therein, or by manually operating the cranks 44, Fig. 4, to wind up the end of cable 24, as heretofore described. In such operation cable 2 moves over pulleys 1% and in assuming its ready position. When the airplane is to be launched, the pressure liquid from cylinders 47 and 47a is admitted to valve 48a, which first exerts its pressure against the small end of valve 484: and gradually moves piston rod 38, pisten 45b, and cross-head 37 with its pulleys 36, which increases the load or pull on the cable 24. This stress increases until it ruptures the breakable bale 58, Figs. 11, 15, whereupon the cable portions 59d separate and drop the ruptured portions of bale 53. The cables 59d, the members 59a and their attached cable ends 5% fall to the landing surface and thus avoid interference with the tail of the airplane in the initial launching movement. in the forward or launching movement of the airplane at a rapidly accelerating rate towing pull continues to be applied to the launching bridle 17c until the pufley l9 commences to move at a lesser rate than the airplanv whereupon the lead upon said bridle 17c diminishes and commences to slack and tends to strip the loops in the ends of bridle 170 off tne stripping fittings thus freeing the bridle from the airplane. This freeing action is positively insured when the airplane gets sufiiciently ahead of pulley 19 that bridle 17c moves from one of the hooks 17b and becomes placed under the opposite hook 17b and its loops are positively stripped from the stripping fittings on the airplane, at or about which time the airplane becomes airborne usually by the force of its engine cooperating with the launching power. When the pulley 19, in the launching movement, nears the position of the two rollers 25, around which the cable 24 extends, the flow of pres- 6 sure liquid is discontinued, and the velocity of the mechanism is decelerated. When pulley 19 comes into or beyond alignment between said two rollers 25 the latch 22 maintaining cable 24 in the groove 20 of the pulley 19 brings the towing fitting to rest.

in the foregoing description it was initially assumed that all of the pulleys 25 were in the lower position shown in Fig. 17. If, however, all of the pulleys 25 are in raised position when it is desired to launch the airplane, pins 31, shown in Figs. 17 and 170, are inserted in the pulleys nearest the airplane so that when the far portion of cable 24 is brought back toward the pulley 19 on the launching fitting the resulting motion of pulleys 25 containing the pins 31 will release their respective latches 3i) and assume the lower dotted position shown in Fig. 17, while the pulleys 25 more remote from the airplane, from which pulleys the pins have been removed, will continue to be held in the elevated position shown in full lines in Fig. 17. The cable 24 passing around said elevated pulleys 25 will be above the surface of runway 10, while the portion of cable 24 passing over the other pulleys 25 in the lower position will be below the upper surface of runway 16 and below the T-shaped slot 15, 15a, which guides the pulley 19. The portion of cable 24 in such lower position will extend through channels 60, Figs. 17, 17a, in such runway. Said channels have side and bottom walls which may be formed by bending the metal of adjacent plates 11, forming the surface of runway 10, or such channels may be formed or" separate metal and secured to adjacent plates 11. Said channels tl extend across each runway 10 between each pair of rollers 25. This enables the airplane to be launched without interference with other portions of cable 24. The pulleys 25 are at the sides of runways 1G to preclude their interference with the airplane. Suitable warning indicating means may be removably mounted on the top of each tube 27 supporting pulleys 25. The deceleration of the piston 45b, and the parts movable thereby, is completed before the time the launching portion of cable 24 reaches the straight line passing through the elevated pulleys 25 between which the airplane was launched.

While I have described the launching operation as being accomplished by that portion of the cable 24 remote from the anchored airplane, it is to be understood that the airplane may also be launched by that portion of the cable 24 which is nearest to the anchored airplane. In this instance the pulleys 25 and their associated portion of the cable 24 nearest the airplane are elevated, while the portion of the cable 24 more remote from the airplane and its associated pulleys remain in the lower position or are placed there automatically by the action of the pins 31 as illustrated in Fig. 17. The same structure is utilized to arrest the forward movement of an airplane during the time when it is about to alight as it comes down upon the landing surface.

In preparing for the landing of an airplane and arresting its motion in a relatively short distance on runway 10, the pulleys 25 are all set at the top of their shafts or tubes 27, with pins 31a occupying the appropriate holes 26a in each pulley 25. in this position the piston 45]; will be moved near the far or right end of the cylinder 45 (see Fig. 4). If arresting immediately follows a launching the elements will be in substantially the position just described. If, however, the piston 45b is not in the position corresponding to the right side of Fig. 4, or if a partial vacuum has been formed on theliquid side of piston 45b due to excess travel of the piston, this space may be filled and the piston moved to this position by the admission of sufiicient pressure liquid which correspondingly moves the remaining parts. of the mechanism and the cable 24 to the position in full lines as shown in Fig. 2. In this position, preparatory to arresting an airplane, practically little, if any,v pressure is upon the liquid against piston 45b, and this; liquid is provided with an outlet from cylinder 45 which.

is largest in area at the initial arresting motion and which area may be progressively lessened at a rate determined by valve 100 which may be adjusted to deter-' mine the rate of deceleration at which the arresting of the motion of the airplane may be made.

When an airplane approaches for a landing and it has been determined which runway will best suit the landing conditions then prevailing, the pins 31a may be moved from the pair of pulleys 25 nearest the approaching airplane. When the airplane is about to alight the pilot lowers the arresting hook carried by the airplane and as the airplane comes down on the landing runway 10 the hook will engage with certainty one or the other of the portions of the cable 24 which are transverse of the runway on'which he is landing. As the hookon the airplane engages the nearer portion of the cable 24, as illustrated in dotted lines in Fig. 2, the cable follows the movement of the airplane which movement causes all of the pulleys 25 to turn. The movement of the pulleys causes the pins 31a to engage the pawl at 39b, unlocking the hubs 26 from their elevated position on the tube 7, permitting the pulleys 25 (those remote from airplane), to slide downward on the tube 27 and assume a position in line with the normal pull of the cable 24. In this position the two pulleys 25 remote from the landing airplane become sufficiently depressed that engagement of the hook and fouling of the wheels with the other portion of the cable 24, transverse of the landing runway, is prevented.

The rate of deceleration of the airplane is accomplished by adjustment of the valve 100. The adjustment of this valve 100 also will compensate for different sizes and types of airplanes.

When the airplane is completely arrested from its motion on runway 1! its hook 57 is released from cable 24, and the airplane may then be removed from the runway 10. Piston 4517 may then be brought to the left end of its cylinder 45, Fig. 9, in which position the parts may be prepared for launching another airplane.

It will be furthermore observed that if the preceding operation of the mechanism was the arresting of an airplane as it is about to alight and the required next succeeding operation be that of launching an airplane, such preceding operation will have returned piston b, and

. the parts moved thereby, to near their position and condition required for the launching operation. In this case less effort and time may be required to make ready for a launching operation.

It will be understood from the foregoing that the launching as well as the arresting of airplanes may be made in either direction upon runway 10.

In Figs. 1 and 2 are shown two runways 10, each at an angle to each other. These runways may be independent of each other, but for structural and space economy these runways intersect at their centers. The angularity of the runways 19 with respect to each other is to enable an airplane to be launched as well as arrested in a direction most favorable relative to prevailing winds.

It will be understood that the cable 24 forming substantially a square about the intersection portion of the runways 10 is a detail of construction when the intersecting runways 10 are at right angles as shown in Figs. 1 and 2. 1

It will also be understood, that when it is desired to use only a single runway 10 with but a single portion of cable 24 over runway 10, the structure may assume the form illustrated in Figs. 2a, 2b, where there are provided pairs of grooved pulleys 25x. The shafts of tubes 27x located at opposite sides of the runway are provided with spacers 27y to maintain said pulleys, and the portion of cable 24 intermediate them, at the required fixed height above runway 19. The lower ends of shafts or tube s 27x may be secured as indicated and described relative to the structure indicated inFigs. l, 2 and 17. The pulleys 252: are located in the same plane with respect to each other to readily permit the cable 24 to be' payed but in either direction along the runway 10. The cable 24 extends from the engine 32 to one pair of pulleys 25x, thence across the runway 10 to a pair of pulleys 25x on the opposite side of runway 10 then at a downward angle along the runway to and over pulley 25m mounted beneath runway 10 on a shaft suitably secured to the frame of the runway 10. Thence, cable 24 extends under the runway 10 through a housing 25xb suitably secured to the runway 10 or the frame thereof. Thence cable 24 runs over a grooved pulley 25x on the engine side of runway 10 and in alignment with the portion of pulley 25xa from which cable 24 extends. Thence, cable 24 extends to engine 32. In this construction the single portion of cable 24 extending cross runway 10 between the pairs of pulleys 25x on opposite sides of runway 10 may launch or arrest an airplane in either direction along the runway 10, but this structure does not possess the advantages of the structures illustrated in Figs. 1, 2 and 17, wherein the one cable provides a plurality of points along the runway for launching or for arresting an airplane.

It will be appreciated that a number of diiferent mechanisms other than these disclosed in the drawings, also practice my method of launching or arresting an airplane by means of a single cable. For example in catapults the cable which passes over the relatively movable sets of pulleys, such as 36 and 39, has heretofore been anchored at one end to the engine and the other end has been removably attached to the airplane to be launched. In the forms of my invention heretofore described and illustrated the opposite ends of the cable 24 are secured to the engine, with a slack take up for each secured end.

My method may also be practiced in both launching and arresting by cable 24 being spliced into a continuous cable extending over the pulleys 25 described and shown in either Figs. 1, 2, 2a, 2b, 3, 4, with the exception that the slack take up drums 42, worms 43 and operating cranks 44 would be dispensed with and the slack of the endless cable 24 would be taken up by nuts on piston rod 38 on opposite sides of crosshead 37, whose adjustment would change the position of crosshead 37 upon said rod 38 at intervals sufficiently to keep cable 24 taut. In other respects, as well as in the launching and arresting, the practice would be the same as previously de scribed.

Further, indicative of the number of different forms of apparatus capable of practicing my new method is one in which one end of the cable system which extends over the four pulleys 25 forming the square indicated in Figs. 1 and 2, is anchored and the other end is attached to the crosshead of the launching or arresting engine.

It will be understood from the foregoing by those skilled in the art that the method conceived by me, and incident to which mechanism was devised and adapted for its most efficient, safe and long enduring practice, may be said to comprise the novel steps in launching an airplane in either of a plurality of directions intersecting a plurality of runways at a point intermediate their ends, extending a cable across the runway or runways at a point intermediate to the ends of the runway or runways, forming a bight or sling substantially horizontally along and across the runway to be employed for launching an airplane, and reducing the extent of the bight or sling by an independent force applied to the cable at an accelerated rate to etfect the launching of an airplane; and that in arresting an airplane my method may be said to comprise the novel steps of arresting an airplane by forming a bight or sling in a launching cable extending across and above the surface of a runway by the force of the moving airplane and resisting the movement of such cable required to form such bight or sling by a force of increasing magnitude; and that, in another aspect, my method may be said to comprise launching an airplane by reducing the extent of a horizontal performed bight or sling in a cable extending across 9 and above the surface of a runway, and arresting an airplane by forming a bight or sling in such cable by the force of the moving airplane.

Other features and steps of my method will hereinafter be made apparent.

The features of engine 32, which I have devised for the most convenient and effective manipulation of the pressure liquid for the practice of my method, will now be described. These features are shown in the diagrammatic view shown in Fig. 10, while the particular arrangement of these parts which i have so employed are shown in Figs. 3 to 7, inclusive. The previously described cylinders 47, 47a, for confining the pressure liquid, are interconnected by manifold 46a, which is connected to a valve chamber 65, Figs. 5 and 10. This valve chamber is cylindrical and of two diameters, the smaller of which is connected at its end to manifold 46a. The previously described pipe 46 enters the side of the small diametered portion of valve chamber 65 near its outer end. A piston valve having stem 67 and integral valve heads 68 and 69 at opposite ends thereof is mounted to longitudinally move said valve chamber 65 with its head 63 occupying a part of the small diametered portion of valve chamber 65 and its head 69 occupying a part of the large diametered portion of valve chamber 65. In the position shown in Figs. 5 and the heads 68 and 69 are seated at the inner or lower ends of their respective portions of valve chamber 65, the head 68 no more than partially restricting the opening of pipe 46 into the valve chamber 65, through which and around stem 67 it maintains connection with pipe 66. Pipe 66 enters the side, at a point intermediate its length, of a valve casing 76, Figs. 3, 8, 8a, and 10, having an outlet pipe 71 leading from its opposite side into a preferablyvertically disposed compensating tank 72, Figs. 5, 5a, and 10. From the outer or upper end of tank 72 leads a pipe 73 opening to a sump receptacle or tank 74.

The top of tank 72, Figs. 5, in, may be provided with an air vent 72a to insure the presence of a solid column of the liquid extending to valve 48a.

From the large end of valve chamber 65 extends a pipe 74a to a typical valve body 75 having a valve 75a provided with a channel 75!) therethrough, one end of which channel is adapted to communicate with pipe 740 and the other end of channel 75b is adapted to communicate with pipe 76 leading to manifold 46a. Valve 75a is provided with a handle 75c for operating the same. In said position of valve 750 pressure liquid in manifold 46a is communicated to the valve head 69, which maintains the smaller areaed valve head 63 in sealing position over the outlet of manifold 46a to the valve chamber 65. in this position of valve heads 63, 69, the pipe 46 is open to sump 74 through valve chamber 65, pipe 66, valve chamber 74), pipe 71, tank 72 and pipe 73.

Pipe 77 extends from manifold 46:: through valve 73 to oil pump 7 which pumps its liquid through pipe 80 from sump tank 74. Oil pump 79 is driven by a suitable motor 81 which may be a gasoline engine. The liquid in cylinders 47, 47a is under the required pressure against the air in airdornes 47b in such cylinders.

When it is desired to apply the liquid in cylinders 47, 47a to launching an airplane the handle 75:: is moved from the full to the dotted line position shown in Fig. 10. This shifts channel 75b to connect pipe 74a with pipe 76a leading from valve body 75 to the sump tank 74. Thereupon, the pressure liquid in the large portion of valve casing 65 against valve head 69 commences to be forced into the sump tank 74 by the pressure of the liquid in manifold 46a, and progressively moves valve head 68 away from its seat and across the mouth of pipe 46 and to progressively shut off pipe 46 from communication with sump tank 74-, after which shut ofi the pressure liquid in manifold 46a, as well as from cylinders 47, 47a, forces the column of the pressure liquid in pipe 46 against the small end of tapering valve 48a on piston rod 38 of piston 45b. This pressure upon said end of tapering valve 48a,.having a correspondingly tapering seat in the head of cylinder 45, as heretofore described, imparts to piston rod 38 slow initial motion. This motion progressively increases the area of the annular opening between tapering valve 48:: and its said seat, which progressively increases the rate of flow of the pressure liquid around valve 48a and into cylinder 45 against piston 45b. This gradually accelerates the motion of piston rod 38. The tapering valve 48a is relatively short, and such motion soon admits to piston 45b the full area of the pressure liquid which may flow around piston rod 38 and through the tapering seat for the valve 48a. The attainment of said full area flow still further accelerates the motion of piston rod 38, and soon drives the airplane at launching speed, usually with the aid of the normal propelling power of the plane, due to the multiplication of the motion of piston rod 38 imparted to cable 24 running over the multiple sets of pulleys 36 and 39 which are relatively moved apart by the motion of piston rod 38.

When the airplane is at or near its launching velocity the valve is automatically shut olt and returned to its position shown in full lines in Fig. 10 by suitable means. A simple diagrammatic typical means for such shutting off being indicated in Fig. 10, comprising a bell crank lever having one end in the path of travel for instance of crosshead 36 and adapted to be operated thereby at the time that such shutting off is desired. The other end of lever 94 is connected to one end of a cord 91 running over pulley 92 and its remaining end attached to handle or lever 750 of valve 75a.

Upon the returning of handle 750, with its valve 75a, to the full line position of the parts shown in Fig. 10, the pipe 74a is disconnected from the sump and connected to the pressure supply pipe 76. This supplies the liquid pressure within manifold 46a to the head of valve 69, which moves Valve head 69 to close the entrance from manifold 46:: to valve chamber 65 and re-connects pipe 46 with the sump tank 74-. The further motion of piston 45b and the parts moved thereby is decelerated as heretofore described. Said deceleration is furthermore augmented by oppositely located portions of the crosshead 37 contacting piston rods 95 projecting from the usual hydraulic bufiers 96, Fig. 3, mounted upon the framework of the engine 32.

Heretofore the action of bufiers in decelerating the mechanism has resulted in recoil of the mechanism, but the inertia of the liquid against the piston 45b, together with the relatively small area of discharge of said liquid from cylinder 45, are such as to substantially check and minimize such recoil.

If it is desired to immediately launch another airplane the cable 24 and the launching fitting 17 are again brought back along the runway 16 in the manner previously described. In this operation the parts are returned to their normal position with piston 45!: in the position relative to its cylinder 45, which is shown in Fig. 10. In assuming such position the liquid in cylinder 45, whose force was expended in the preceding launching operation, is returned to the sump tank 74 through pipe 46, valve chamber 65, pipe 66, valve chamber 76, pipe 71, tank 72 and pipe 73. Pump 77 transfers the liquid from the sump 74 under pressure through pipe 77 to reservoirs 47 and 47a, and the launching operation is repeated.

If however, the next immediate operation is to be the arresting of an airplane, the cable 24 is removed from the launching fitting 17 and the structure placed in battery position in the following manner. Between one side of valve chamber 70 and tank 102 there is a pipe 99 having a valve 160, which valve is operable by lever 19!. Within the tank 162 liquid is stored under the desired pressure against air within the airdome 132a. This liquid is introduced by pump 79 from sump 74 through pipe 103 in which is located valve 104. Within valve casing 70 is slidably mounted a piston valve comprising '9 1 1 separated heads 70a connected byapiston rod 70b, Figs. 8, 8a and 10. This piston valve is operated by lever 70c pivoted to a wall of said casing 70. When this piston valve is in the position shown in Fig. 10, the pipes 66 and 71 are in communication with each other through the casing 70, while one head 70a of the piston valve closes the outlet of pipe 99 to the interior of casing 70. When lever 700 is moved to the dotted position shown in Fig 10, one head 70a of said piston valve closes the mouth of pipe 71 from the interior of casing 70, while the other head 70a of said valve uncovers the mouth of pipe 99 and places the same in communication with pipe 66, which leads to pipe 46. Upon the'opening of valve 100 by its operating lever 101 pressure liquid from tank 102 flows through pipe 99, the interior of casing 70 between the valve heads 70a, and into the pipe 66, from which it proceeds into cylinder 45 to take up the slack in cable 24 when it is removed from the launching, fitting-17 and render cable 24 taut or free from slack and the piston 45b in battery position to arrest an airplane.

During the arresting of the airplane the liquid in cylinder 45 is returned to tank 102 through valve 100. This valve is held in its seat by substantial spring pressure against which the fluid returning to tank 102 from cylinder 45 must act with sufficient force to hold the valve open. To automatically compensate for heavier stresses upon cable 24 in the arresting operation and avoid liability of injuring the mechanism by the peaks of such heavier stresses, pipe 99 is provided with bypass pipe 99:: having bypass or supplemental relief valve 99b connected at opposite ends to pipe 99 on opposite sides of relief valve 100,

which pipe 99 on opposite sides of the connection of by:

pass pipe 99a therewith may be of larger area, the bypass valve 9% being set to open at a higher pressure than that at which valve 100 opens, but at less than the pressure required to hold valve 100 completely open. In this arrangement the relief valve 100 opens first andwhen and if the pressure of the liquid in the arresting operation rises above a given pressure, due to the arresting of a lighter airplane at higher than normal speed or of a heavier airplane at normal or higher speed, the supplemental relief valve 99b automatically opens to relieve such increased pressure. However, valves 100, 99b, may be set to relieve the pressure due to normal arresting by one of said valve initially opening and then the other opens to accommodate the peak of such pressure. When the airplane is completely arrested some liquid may remain in cylinder 45. By returning the lever 700 to its former position, shown in full lines in Fig. 10, the mouth of pipe 99 within chamber 70 is sealed and pipe 66 is opened to the sump tank 74, so thatthe remaining liquid in cylinder 45 may drain into sump tank 74. If the next operation is a repeat arrest ing, then the liquid in tank 102 is utilized to return the piston 45 to the battery piston for arresting. If, however, the next operation is a launching, the liquid stored under pressure in tank 102 may be transferred to reservoirs 47a, 47b, through pipes 103 and 77 by opening valves 104 and 78 or the liquid within the tank 102 may be directly utilized for launching by manual operation of the valves 101 and 700.

The tank 102 and the cylinders 47 and 47a are also each connected to an air pipe 110 which leads preferably into their airdomes, respectively 102a and 47b; Said pipe 110 may be provided with a valve 111 which controls the transfer of pressure created by the arresting operations from tank 102 to tanks 47, 47a, which may also have their pressure augmented from a source of supply of compressed air controlled by valve 112. The valve 112 may also be used to augment the pressure in tank 102 from the external source of compressed air whenever desired. By this meants the pressure in'tank 102, as well as cylinders 47 and 47a, may have the pressures of their contained liquid augmented by the pressure of the air which may be supplied by the pipes 110.

7 from pipe 103 extends a pipe 115 through' valve-116 1 2 into sump tank 74, which may be employed in discharging the liquid from tank 102, whenever required, into tank 74. When and if desired some of the liquid from tank 102 may thus be drained through pipe preparatory to the arresting of the lighter airplanes.

From pipe 77 extends pipe 117 through valve 118 into sump tank 74, which may be employed in draining the liquid from cylinders 47, 47a, into sump tank 7 4. In the launching of light airplanes it may be found desirable to drain some of the liquid from cylinders 47, 470, into sump tank '74 to lessen the pressure of the liquid in cylinders 47, 4711, so that an acceleration rate too rapid for the comfort of the personnel of the light airplane or the safety of its instruments may not be imparted.

From the large end of valve casing 65 extends screw 12% having operating wheel 1211, Figs. 4, 5 and 10, the end of which screw may be adjusted against the valve head 69 to hold valve head 68 firmly against its seat until conditions arise'where such valve is required to be placed in operative condition by the backing off of such screw. A suitable lock may be provided to lock the valve 751: in its normal position when the screw 12% is against the valve head 69 which will preclude accidental or unintentional o eration thereof, which might result in the draining of the liquid from cylinders 47, 47a, into sump tank 74.

The pipe 110 is provided with suitable combined vent and blow-off valves 112a adjacent the tank 102 as well as adjacent to cylinders 47 and 47a in order to facilitate the initial charging of tank 102 and/or cylinders 47, 47a, with liquid, as well as to aid in controlling the requisite volumes of air and liquid, as well as to aid in controlling the requisite volumes of air and liquid therein.

The tank 102 and the cylinders 47, 47a, may each be provided with suitable liquid and air pressure gauges and liquid level indicators, which will facilitate their initial filling, as well as the pressure and volumes of air and liquid which may be required to launch or'arrest airplanes of different weights with comfort to their personnel and without injury to any of their delicate instruments.

The cylinders 47, 47a, and tank 102 are mounted at opposite ends in frames 125, a, which are mounted upon sump tank 74 when the same is made of heavy metal or extended around and across the bottom of such tank when the same is made of lighter metal. Manifold 46a, valve chambers 65 and 70, and pipes 66, 71 and 46, may be cored in frame 125 to avoid the numerous joints which would otherwise be required.

Frame 125a is provided with brackets 125k for supporting drums 41, worm gears 42, 43 and crank 44, as well as supports brackets for 35 heretofore described.

Along the top of tank 102, Fig. 6, and projecting in opposite directions therefrom, is a guide 126 upon which crosshead 37 slides, with its projections 127 extending on opposite sides of and under the outer portions of guide 126 to confine cross head 37 to said guide.

The pump 79 and motor or engine 81 are each secured to a unitary base 81a which maintains their operative alignment under all conditions of transportation and use.

The base 81a and the engine unit 32 are, when employed on land, each staked or otherwise fixed to the earth or other foundation when assembled for use to resist the stress of the cable 24 on engine unit 32 and preclude any change of position between unit 32 and base 81a to avoid stress upon pipe 78 connecting the pump 79 to said unit 32.

It will be understood by those skilled in the art, from the foregoing, that should valve 75 or its operating member 750 be rendered inoperative in battle, as well as when otherwise desirable, valve 78 may be closed, valve 104 opened, and levers 70c and 101 moved to open their respective valves, whereupon the pressure fluid in tank 102 may be employed to launch as well as to arrest airplanes.

It will also be understood that my method and apparatus may be employed as a permanent installation at an airport or ,upon a flat roof of suitable area, the deckofa vessel or the elements thereof may be carried on mobile craft such as trucks or cars specially adapted therefor, and that changes may be made in the apparatus to meet such adaptations, without departure from the spirit of my invention. When the installation is used as a permanent installation the runways may be constructed of usual runway material having the slot 15, 15a, and 6t} permanently imbedded therein.

Having so fully described my invention that those skilled in the art may therefrom make and use the same, what I claim is:

1. In a device for launching an airplane, the combination of a runway, continuous cable means extending across said runway intermediate its ends and adapted to form a V-sling along said runway in either direction, means releasably connecting the airplane to the vertex of such sling, and means for forcefully reducing the extent of said sling at an accelerating towing velocity.

2. In a device for launching an airplane, the combination of a runway, continuous cable means extending across said runway intermediate its ends and adapted to form a V-sling along said runway in either direction, means releasably connecting the airplane to the vertex of such sling, means for anchoring the airplane at a point near either end of the runway, and piston and cylinder means for applying force to the continuous cable means, said force transmitted to the body of the airplane there by fracturing said anchoring means and forcefully reducing the extent of said sling.

3. In a mechanism for launching and arresting an airplane, the combination of a runway, a continuous cable means positioned transverse of said runway and movable along said runway in either direction, means releasably connecting an airplane to said cable means for launching and arresting the same, and a cylinder and piston means containing a liquid under predetermined pressure upon which are superimposed pressure variations transmitted by the means operatively connected continuous cable means in resisting the motion of the airplane in the arresting operation and impart a towing motion to the continuous cable means by increasing the said predetermined pressure by proper increments in the launching operation.

4. In a mechanism for arresting and launching an air plane, the combination of a cable adapted to be engaged by an airplane for the arresting and launching of the same, a cylinder, a piston within the cylinder operatively connected to said cable and means for varying the rate at which the piston moves within the cylinder to provide predetermined rates of arresting and launching.

5. In a mechanism for arresting and launching an airplane, the combination of means comprising a continuous cable means extending at a predetermined tautness transversely across the runway surface adapted to form a V-sling in either direction along said surface and operatively terminated in a cylinder and piston means fixed at the runway surface, said last means to absorb and utilize the force imparted to the continuous cable means by decelerating the motion of an airplane in arresting the same, to place the cylinder and piston means in readiness for a successive launching operation.

6. The combination of claim characterized in that the continuous cable means is positioned to extend transversely across a runway for airplanes and passes over pulley means situated on opposite sides of the runway and operatively is terminated in the cylinder and piston means, said pulley means serving to guide the forces imparted to the continuous cable means by the cylinder and piston means prior to either arresting or launching.

7. In a device of the class described, a plurality of intersecting runways, pulley means located at the sides of said runways at the points of inter-section thereof and a single continuous cable engaging said pulley means positioned transverse to each runway and adapted to form a V-sling upon the application of a longitudinal force on 14 said cable from either direction along any one of said runways.

8. In a device of the class described the combination of intersecting runways, a single cable forming a polygon about said intersection, the sides of the polygon lying transverse of the runways, and means for applying a retarding force to said cable when the same is moved longitudinally to any one of the intersecting runways by a landing airplane and for applying a launching force to said cable during the launching of an airplane along any one of the intersecting runways by said cable.

9. In a device of the class described the combination of a runway, a single cable, a plurality of bights which are disposed transverse of the runway, means for holding said bights in a position slightly elevated above said runway and means for automatically lowering the remainder of bights upon engagement of one of said bights by an airplane landing on the runway.

10. In a mechanism for launching airplanes the combination of a runway, means having a predetermined breaking strength for anchoring an airplane near one end of said runway, pulleys on opposite sides of said runway, a cable engaging said pulleys and a bight of which extends longitudinally of said runway in the form of a V, means for attaching the vertex of said bight to an airplane and means for applying a launching force to the cable, which force progressively increases to an amount greater than the breaking strength of the anchoring means and thereafter remains substantially constant as the vertex of the bight travels along the runway.

11. In a device of the class described the combination of a runway, a plurality of slots across said runway, a cable normally housed in said slots, an energy absorbing device connected to said cable and means for elevating said cable above said slots for engagement by an airplane landing upon said runway.

l2. In a device of the class described the combination of a runway, a plurality of slots across said runway, a cable normally housed in said slots, an energy absorbing device connected to said cable and means for elevating said cable above said slots for engagement by an airplane landing upon said runway, and means for automatically lowering said cable upon engagement of the landing airplanes with any one of the transverse sections.

13. In a device of the class described the combination of a runway, a cable transverse of said runway and an arresting and launching engine attached to said cable, said engine including means for storing energy imparted to said cable by a landing airplane and means for applying to said cable such energy, together with additional energy previously stored within said engine for launching an airplane from said runway.

14. In a device of the class described the combination of a runway, a cable transverse of said runway and an arresting and launching engine attached to said cable, said engine including a plurality of cylinders and means for storing energy imparted to said cable by a landing airplane in one of said cylinders and means for transferring said stored energy to another of said cylinders for application to said cable during the launching of an airplane.

15. A catapult device for the launching of aircraft comprising a launching track, a launching carriage movable on said track, means for propelling said carriage along said track including fixed and movable elements, a cable operativeiy associated with said fixed and movable elements for transmitting the movement of said movable element to said carriage and a pulley-block system through which said cable passes for multiplying the speed of displacement of said movable element, cable guide means disposed on opposite sides of said track at equal distances from the axis thereof and on a line which is perpendicular to said axis at a point intermediate the ends of the track, and means carried by said carriage for receiving a portion of said cable, said last named means and said cable guide means being so constructed and ar- 15 ranged that the cable efiectively controls the movement of the carriage along the track on both sides of the line on which said cable guide means are disposed.

16 A catapult device for the launching of aircraft comprising a launching track, a launching carriage movable on said track, means for propelling said carriage along said track including fixed and movable elements, a cable operatively associated with said fixed and movable elements for transmitting the movement of said movable element to said carriage and a pulley-block system through which said cable passes for multiplying the speed of displacement of said movable element, a pair of cable guide members disposed on opposite sides of said track at equal distances from the axis thereof and on a line which is perpendicular to said axis at a point intermediate the ends of the track, said cable diverging from said propelling means, passing around said cable guide members and having a portion'in the axial plane of said track, and additional members carried by said carriage in positions which are spaced apart longitudinally of said track, the portion of said cable lying between the spaced members of said carriage so that the cable efiectively controls the movement of the carriage along the track on both sides of the line on which said cable guide members are disposed.

17. In a device according ot claim 8 pulleys mounted at the corners of the polygon of cable and of said intersecting runways and engaged by said single cable.

18. In a device according to claim 8, said runways having transverse slots for receiving said cable, and means 16 for elevating said cable above said slots for engagement by an airplane landing upon a said runway.

19. In a device according to claim 8, said runways each having a groove extending longitudinally thereof, and an airplane launching fitting slidably mounted in said groove, said fitting having means to engage said cable and having means for engagement with an airplane for launching.

References Cited in the file of this patent UNITED STATES PATENTS 1,024,102 Rogestvensky Apr. 23, 1912 1,427,500 St. John Aug.'29, 1922 1,499,472 Pratt July 1, 1924 1,582,188 Mummert Apr. 27, 1926 1,734,353 Sperry Nov. 5, 1929 1,815,200 Hamburger July 21, 1931 1,846,157 Stevens Feb. 23, 1932 1,903,847 Wood Apr. 18, 1933 1,912,723 Perkins June 6, 1933 1,930,473 Fellers Oct. 17, 1933 1,960,264 Heinkel May 29, 1934 1,963,081 Fellers June 19, 1934 2,147,536 Levi Feb. 14, 1939 FOREIGN PATENTS 287,189 Great Britain Mar. 12, 1928 41,776 France Jan. 16, 1933 (Addition to No. 729,189) 

